Car coupler

ABSTRACT

This invention relates to a railway car coupler of the knuckle type and particularly to improvements in the coupler operating mechanism for moving the lock thereof out of locking relation with the knuckle. The coupler is of the type that is operated by a direct side pull.

1 11 3,845,867 1451 Nov. 5, 1974 2,646,896 7/1953 Metzger.....

[ CAR COUPLER 3,450,273 6/1969 Metzger.,.................,......:...

[75] Inventor: Karl J. Jwuc, North Royalton, Ohio [73] Assignee: Midland-Ross Corporation,

Primary ExaminerM. Henson Wood, Jr. Assistant Examiner-Gene A. Church Cleveland, Ohio Apr 16, 1973 Appl. No.: 351,166

Attorney, Agent, or Firm1-lenry Kozak [22] Filed:

ABSTRACT 52 us. 213/121, 213/129, 213/162 This invention relates to a railway ear eeupler ef the 51 1111. B6lg 3/06 khhekle type and partiehletly e improvements in the [58] Field 0fSearch,........... 213/121, 125, 129, 162 eeupler Operating meehahism for moving the leek thereof out of locking relation with the knuckle. The coupler is of the type that is operated by a direct side pull.

References Cited UNITED STATES PATENTS 213/129 7 Claims, 12 Drawing Figures PAIENTEDNuv 5192 I saw 20$ 3 CAR COUPLER BACKGROUND OF THE INVENTION The invention relates to a car coupler of the type shown in William J. Metzger US. Pat. No. 2,646,896, dated July 28, I953, in which the lock is U-shaped and serves to lock the knuckle in closed position as well as to move it to open position. Whilethe coupler shown in this patent performed well when new, it was found that after a number of years of service certain problems developed which impaired the efficiency of operation of the coupler. For example, wear of the coupler parts at critical points changed the functioning of the parts and created added frictional resistance, which made unlocking and opening of the knuckle more difficult, if not impossible, in many instances.

SUMMARY OF THE INVENTION The invention is directed particularly to the lever in a knuckle type coupler for lifting the lock out of its locking relation with the knuckle. This lever has been modified so as to avoid wear of the lever and the associated coupler parts at the critical areas of contact and to assure proper positioning of the lever within the coupler head. It is significant that the benefits of the invention areobtained merely through the application of the improved lever to the coupler, without changing any of the other parts of the coupler.

Accordingly, it is the main object of the invention to provide in a knuckle coupler that is operated by a direct side pull, a lock lifting lever of modified construction whereby improved coupler operation as well as increased effective service life are provided.

BRIEF DESCRIPTION OF THE DRAWING FIG. 1 is a transverse vertical sectional view of a coupler embodying the invention, the parts being shown in locked position.

FIG. 2 is a view similar to FIG. I but showing the position of the lock lift lever after initial actuation of the lever by the uncoupling mechanism.

FIG. 3 is an enlarged partial view in horizontal section taken along line 33 of FIG. 1.

FIG. 4 is an enlarged partial view in vertical section taken along line 4-4 of FIG. 1.

FIG. 5 is a view similar to FIG. 1, showing the position of the parts upon actuation thereof by the uncoupling mechanism to open the knuckle.

FIG. 6 is a view similar to FIG. 1, but showing the lock anti-creep means in engagement to preclude upward movement of the lock to a position in which the knuckle is unlocked.

FIG. 7 is a plan view in section of the coupler, the parts being shown in locked position as in FIG. 1.

FIG. 8 is a vertical sectional view of a prior art coupler illustrating a particular position of parts after 'wear has occurred in service. i

FIG. 9 is a partial view in vertical section of a prior art coupler illustrating another position of the parts after wear has occurred in service.

FIG.'10 is a side elevational view of the lock lift lever shown in FIGS. I to 7.

FIG. 11 is a plan view of the end portion of the lock lift lever taken along line ll--ll of FIG. in the direction of the arrows.

FIG. 12 is an end view of the lock lift lever shown in FIG. 10. I Y

DETAILED DESCRIPTION Referring to the drawing, there is shown a car coupler having a head 10 that is chambered as at 12. The head has the usual guard arm 14 and a knuckle l6 pivotally connected by a vertical pin 18. Knuckle 16 is shown in closed position in FIG. 7 and pivots to open position during an uncoupling operation, as is well known in the art. The knuckle is locked in closed position by a lock 20 which also serves to swing open the knuckle during actuation of the uncoupling mechanism 22.

Lock 20 is U-shaped, being formed with a locking portion 20a, a depending leg portion 20b and a horizontal connecting portion 20c. Locking portion 20a is adapted to be received between the knuckle tail 16a and sidewall 24 to lock the knuckle in closed position. Leg portion 20b is disposed on the opposite side of the knuckle tail from locking portion 20a and extends through an opening 26 in the bottom wall of the coupler head when the lock is in locking position. The lock is supported on the knuckle tail 16a by means of connecting portion 20c, as seen in FIG. 1. Thus the lock straddles the knuckle tail when the knuckle is closed and the lock is in locking position.

The lock is actuated by means of a lock lifting lever 30 which is pivotally connected to the lock by a horizontal finger 32 at one end of horizontal arm 30:: of the lever, which extends through an eye portion 34 on the lock. At the other end of arm 30a the lever has a vertical arm 30!) which at its upper end has a horizontally extending pivot lug 36 which is received in an opening in an end of link element 40 to pivotally connect these parts. Link element 40 extends outwardly of coupler head 10 through an opening 42 in the side of the head and is provided at its outer end with an eye 40a to which the uncoupling mechanism 22 is connected by a link 23. A shroud 44 is provided about opening 42 to protect element 40 from damage by foreign objects as might accidentally strike the coupler in service.

The underside of link element 40 is notched intermediate its ends as at 401) to receive the upper portion of sidewall 46 of the coupler head located below opening 42 to support the link element when the coupler is locked, as in FIG. 1. Notch 40b has'a shoulder 48 which engages bevelled surface 50 on wall 46 when the parts are in anti-creep position as in FIG. 6 to prevent move ment of the lock out of locking position. The functioning of the lock anti-creep means will be explained in a succeeding part of the description.

The features of the invention reside in the novel construction of lever 30. When coupler knuckle is closed and locked, and the .parts are at rest as shown in FIG. I, the end of lever arm 30a adjacent wall 46 rests on a horizontal shelf 52 which extends forwardly from rear wall 54 of the coupler head. This end of arm 30a is in the form of a foot 56 which is received between rear wall 54 and depending wall 58. It will be observed that foot 56 is of such a width as to have only a small clearance with the adjacent walls 54 and 58 so that the foot will be positively retained on shelf 52 when the lock is in locking position.

' Vertical arm 30b of the lever merges with arm 30a at a point laterally inwardly of foot 56 as viewed in FIG. 1. The side of arm 30b facing wall 46 of thehead is face on the underside of bearing 62 is tangential to throat surface 60. Opposing bearing 62 is a concavely curved socket 64 in the coupler head for receiving bearing 62 to enable pivoting of lever 30 during the lock lifting operation. Disposed below and adjacent to socket 64 is projection 68 which has a convexly curved face, the upper end of which is tangent to the socket. It is to be noted in FIG. 1 that in the locked condition of the coupler fulcrum bearing 62 and projection 68 are spaced apart and bearing 62 is in laterally opposed relation to socket 64. It will be noted that the underside of bearing 62 is disposed at an elevation slightly below that of the upper side of projection 68. In view of the spaced relationship between bearing 62 and projection 68 no wear between or damage to these parts will occur because of coupler jouncing and vibration which occurs during movement ofthe railway vehicle in service.

The operation of the coupler to effect opening of the knuckle by means of the uncoupling mechanism 22 is as follows: Assuming the coupler parts are in the position shown in FIG. I, i.e., the knuckle closed and lock in locking position, a lateral pull on uncoupling mechanism 22 will swing link element 40 upwardly about pivot lug 36 to substantially a horizontal position wherein its anti-creep shoulder 48 is clear of beveled surface 50 on the coupler head. As the lateral pull of the uncoupling mechanism is continued.,lever is displaced to the left as viewed in FIG. 1 until bearing 62 and projection 68 engage. Thereafter the engagement between the convex surfaces of these members causes bearing 62 to be cammed upwards and into socket 64, as seen in FIG. '2. As bearing 62 moves into socket 64, finger 32 on the lever moves upwardly into contact with the upper end of eye 34 of the lock. Thereafter, further lateral pull by the uncoupling mechanism causes lever 30 to pivot about bearing 62 in socket 64 and lock 20 to be lifted upwardly by finger 32. As locking portion 20a of the lock is raised clear ofthe knuckle tail 16a, socket 70 on portion 20cofthe lock is brought into engagement with the rounded underside of depending projection 72 in the coupler head. As lever 30 continues to fulcrum about bearing 62, the lock is caused to fulcrum about projection 72 so that lock portion 20a is swung into the upper end of chamber 12 while lock leg 20b is swung transversely against the opposing side ofthe knuckle tail 16a, causing the knuckle to swing open. This action continues until the knuckle is swung to completely open position. as shown in FIG. 5. Projection 72 is recessed above lever arm 30a, as at 74, to receive the arm as it swings upwards during the completion of the knuckle opening operation. When uncoupling mechanism 22 is released, lock leg 20b drops onto the floor 76 of the coupler head, thereby supporting the lock in its raised position. Subsequently as the knuckle is swung closed, tail 16a sweeps lock leg 20]) to opening 26 and allows the lock to drop to its lowermost position, as shown in FIG. 1.

In FIG. 6 is shown the functioning of the anti-creep means for preventing unlocking of the knuckle due to upward creeping of the lock that may occur in train service. The lock 20 is shown in the highest position to which it may creep. In this position of the lock, lever 30 and link 40 in conjunction with the coupler head provide positive means for precluding further upward creeping of the lock. It will be noted that lug on lever 30 is in contact with lower side of projection 72, as at 82. Simultaneously the shoulder 48 on link 40 is in engagement with beveled surface 50 on thecoupler head. It will be apparent that any further upward force exerted against finger 32 by lock 20 will tend to rotate lever 30 in a counterclockwise direction about point 82. Such counterclockwise movement of the lever. however, is prevented by the engagement between shoulder 48 and surface 50. Thus the lock is thereby effectively maintained in locking position when the coupler is in service and undesired opening of the knuckle is precluded.

It will be understood that during actuation of uncoupling mechanism 22 to unlock the coupler, lug 80 clears projection 72 as seen in FIGS. 2 and 5, and in no way interferes with the unlocking operation.

Referring now to FIG. 8 in which the lock lift lever 90, which is similar to that illustrated in the aforementioned US. Pat. No. 2,646,896, is shown in a position which it may reach as a result of wear in service and adverse size of parts due to manufacturing tolerances. In this view the forward end or foot 92 of the lever is completely off of shelf 52, including the downwardly sloping portion 52a thereof. Moreover. the fulcrum bearing 94 on the lever is in direct opposed engagement with projection 68 in the coupler head as at x. In this position of the parts it is impossible to lift the lock 20 to unlocking position relative to the knuckle tail because upon actuation oflever by means of the uncoupling mechanism the lever will pivot counterclockwise about point .r and bring lug 96 into engagement with projection 72, as shown in dot-dash, thereby precluding further raising of the lock. It is possible for lever 90 to attain its FIG. 8 position because foot 92 is shorter in extent in the direction of coupler head sidewall 46 and is also narrower in width than that of foot 56 of the improved lever 30. Lever 90 allowed a greater clearance between foot 92 and the adjacent walls 54 and 58 of the coupler head when the parts were in locked position. This larger clearance along with the shorter length of foot 92 afforded greater freedom of movement of the lever, which movement resulted from jouncing of a coupler in service, so that upon wear of the parts the lever could displace to the right as viewed in FIG. 8 and reach the position shown. In addition, the fulcrum bearing 94 of the prior art lever was disposed a lesser distance above foot 92 than fulcrum bearing 62 relative to foot 56 of the improved lever. As is apparent, this lower position of bearing 94 contributed to the attainment of the undesirable condition shown in FIG. 8.

In FIG. 10 the aforementioned foot 92 and fulcrum bearing 94 have been shown in dot-dash for purposes of comparison with the corresponding parts of improved lever 30.

In FIG. 9 is shown another condition which develops with a coupler having a lock lift lever 90 as shown in FIG. 8. When a coupler having lever 90 is in locked position, fulcrum bearing 94 rests on projection 68 in the coupler head. This position is illustrated in FIG. I of US. Pat. No. 2,646,896, in which lever fulcrum bearing 54 rests on projection 50. As the coupler is subjected to constant jarring and vibration in service, a

notched condition develops between bearing 94 and projection 68, as shown in FIG. 9. Thus a depression 68a is formed in projection 68 while bearing 94 becomes somewhat flattened as at 94a. When the parts reach this condition of wear and the coupler is actuated by means of its uncoupling mechanism to open the knuckle. lever 90 will be unable to displace to the position in which bearing 94 is in socket 64. lnstead bearing 94 will remain in notch 68a and the lever will pivot to the position shown in which lug 96 is in engagement with projection 72 as at b. This stops further pivotal movement of the lever, thereby precluding lifting of the lock out of locking relation with the knuckle. Referring now to the improved lever 30, the notched condition cannot develop because bearing 62 does not engage projection 68 in the locked position of the coupler, as is clearly shown in FIG. 1.

What is claimed is:

1. A car coupler having a chambered head, a knuckle pivoted to said head for movement from closed position to open position, a lock in said head for locking said knuckle in closed position, a lever in said head operatively connected to said lock for raising said lock out of locking position and link means for actuating said lever, said head having a shelf underlying an end of said lever for supporting the lever when said lock is in locking position, said lever having a fulcrum bearing to permit vertical pivoting of said lever upon actuation of the lever to raise said lock, a socket in said head in spaced opposed relation to said bearing, and a projection in said head having a convex surface adjacent said socket, said surface being in spaced opposed relation to said bearing, said lever upon actuation by said link means being initially movable transversely of the coupler into position in which said bearing engages said convex surface and is cammed into said socket, after which said lever is caused to pivot relative to said socket to raise said lockout of locking position.

2. A car coupler as set forth in claim 1 in which said head has a vertical wall adjacent a side of said lever end that is supported on said shelf to said main lever end on said shelf when said lock is in locking position.

3. A car coupler as set forth in claim 1 in which said lever end is raised above said shelf when said bearing is cammed into said socket.

4. A car coupler as set forth in claim 3 in which said fulcrum bearing is convexly curved and is so disposed vertically relative to said projection that the lower portion of said fulcrum bearing engages the upper portion of said convex surface as said lever is moved transversely of the coupler by said link.

5. A car coupler as set forth in claim 1 in which said fulcrum bearing is disposed above and inwardly of said end of said lever, said bearing being joined to said lever end by a throat portion having a semi-cylindrical concavely curved surface so disposed as to face toward said projection, the radius of curvature of said concave surface being substantially greater than the radius of curvature of said bearing.

6. A car coupler as set forth in claim 5 in which said lever comprises a horizontal arm having at one end a foot portion adapted to engage said shelf and a horizontal finger at its other end extending into an eye in said lock to impart lifting movement to said lock upon actuation of said lever by said link.

7. A car coupler having a chambered head, a knuckle pivoted to said head for movement from closed position to open position, a lock in said head for locking said knuckle in closed position, a-lever in said head operatively connected to said lock for raising said lock out of locking position, and link means for actuating said lever, said head having a shelf underlying an end of said lever, said lever comprising at one end a foot portion supported on said shelf when said lock is in locking relation with said knuckle, said lever having a fulcrum bearing extending in a direction laterally away from longitudinal centerline of the coupler, said bearing having a convex surface to permit vertical pivoting of said lever, said head having a projection spaced from said bearing and a concave socket disposed above said projection and joined thereto, said bearing being vertically spaced above said shelf such an amount as to engage the upper portion of said projection and be said lever about said bearing relative tosaid socket. 

1. A car coupler having a chambered head, a knuckle pivoted to said head for movement from closed position to open position, a lock in said head for locking said knuckle in closed position, a lever in said head operatively connected to said lock for raising said lock out of locking position and link means for actuating said lever, said head having a shelf underlying an end of said lever for supporting the lever when said lock is in locking position, said lever having a fulcrum bearing to permit vertical pivoting of said lever upon actuation of the lever to raise sAid lock, a socket in said head in spaced opposed relation to said bearing, and a projection in said head having a convex surface adjacent said socket, said surface being in spaced opposed relation to said bearing, said lever upon actuation by said link means being initially movable transversely of the coupler into position in which said bearing engages said convex surface and is cammed into said socket, after which said lever is caused to pivot relative to said socket to raise said lock out of locking position.
 2. A car coupler as set forth in claim 1 in which said head has a vertical wall adjacent a side of said lever end that is supported on said shelf to said main lever end on said shelf when said lock is in locking position.
 3. A car coupler as set forth in claim 1 in which said lever end is raised above said shelf when said bearing is cammed into said socket.
 4. A car coupler as set forth in claim 3 in which said fulcrum bearing is convexly curved and is so disposed vertically relative to said projection that the lower portion of said fulcrum bearing engages the upper portion of said convex surface as said lever is moved transversely of the coupler by said link.
 5. A car coupler as set forth in claim 1 in which said fulcrum bearing is disposed above and inwardly of said end of said lever, said bearing being joined to said lever end by a throat portion having a semi-cylindrical concavely curved surface so disposed as to face toward said projection, the radius of curvature of said concave surface being substantially greater than the radius of curvature of said bearing.
 6. A car coupler as set forth in claim 5 in which said lever comprises a horizontal arm having at one end a foot portion adapted to engage said shelf and a horizontal finger at its other end extending into an eye in said lock to impart lifting movement to said lock upon actuation of said lever by said link.
 7. A car coupler having a chambered head, a knuckle pivoted to said head for movement from closed position to open position, a lock in said head for locking said knuckle in closed position, a lever in said head operatively connected to said lock for raising said lock out of locking position, and link means for actuating said lever, said head having a shelf underlying an end of said lever, said lever comprising at one end a foot portion supported on said shelf when said lock is in locking relation with said knuckle, said lever having a fulcrum bearing extending in a direction laterally away from longitudinal centerline of the coupler, said bearing having a convex surface to permit vertical pivoting of said lever, said head having a projection spaced from said bearing and a concave socket disposed above said projection and joined thereto, said bearing being vertically spaced above said shelf such an amount as to engage the upper portion of said projection and be cammed upwardly into said socket when said lever is actuated by lateral pull applied by said link, said foot portion being raised off said shelf as said bearing is moved into said socket to permit pivotal movement of said lever about said bearing relative to said socket. 